Power driven vehicle for surface travel on a body of water

ABSTRACT

A power driven vehicle for travel on a body of water which maintains static flotation by means of a hull and is provided with articulated skis or pontoons for surface travel when power driven, including independent shock absorbing suspension connections between each ski or pontoon and the hull for negotiating rough water with minimum shock transmission to the hull.

United States Patent Helker 1 1 June 20, 1972 54 POWER DRIVEN VEHICLEFOR 3,401,663 9/1968 Yost ...1 14/665 P SURFACE TRAVEL ON A BODY OF1,075,726 10/1913 Prosser ..114/665 WATER FOREIGN PATENTS ORAPPLICATIONS Inventor George 1261 NE 112th 5L, 309,915 7 1933 Italy..114/665 P Miami, Fla. 33161 Prima ExaminerAndrew H. Farrell 22 F1 d:Oct. 2, 1970 t 1 l e Attorney-Lloyd J. Andres [211 Appl. No.: 77,556

[57] ABSTRACT [52] U.S.C1 ...114/66.5 P A power i n eh cle for tr vel ona body of water which 51 I C c 3631-, 1 22 maintains static flotation bymeans of a hull and is provided 58 Field of Search ..1 14/665, 66.5 Pwith articulated Skis or Pontoons for Surface lrave! when power driven,including independent shock absorbing suspen- [56] References Cited sionconnections between each ski or pontoon and the hull for negotiatingrough water with minimum shock transmission to UNITED STATES PATENTS thehull- 2,344,619 3/1944 Lake ..114/66.5 P 3 Claim, 21 Drawing FiguresSHEET 10F 5 FIG. 2

INVENTOR. GEORGE J. HELKER PATENTl-inmzo m2 SHEET 2 OF 5 INVENTOR.GEORGE J. HELKER PATENTEDJUNZO I372 3,670,684

SHEET 30$ 5 iii 16 INVENTOR. F16 12 GEORGE J. HELKER P'A'TENTEDJUH 2 01872 SHEET t UF 5 INVENTOR. GEORGE J. HELKER PATEmfflJuxzo I972 3,570,684

sum 5 or 5 FIG. 21

' INVENTOR. GEORGE J HELKER POWER DRIVEN VEHICLE FOR SURFACE TRAVEL ON ABODY OF WATER This invention relates in general to power driven watervehicles for travel and more particularly to an air or waterpropeller-driven craft with articulation skis secured to the hull of thecraft.

Prior ski, pontoon, or sponson equipped power craft have been relativelylimited in performance for two main reasons: first, they were generallylimited to use on smooth water, and secondly, when encountering evensmall wave motion the resulting travel was exceedingly vibratory, rough,and in some cases dangerous, as a result of lateral oscillation.

The present invention overcomes the above objections and disadvantagesof prior ski, pontoon, or sponson type boats by the provision of theapplication of a resilient suspension system connecting the skis orpontoons to the hull, which takes several forms suitable for use withdifferent types of craft, which construction is a principal object ofthe invention.

Another object of the invention is the relatively high speed andshockless performance, as compared with the V, sponson, and steppedhulls when rough water is encountered, by the use of radius rod andshock absorbers for stabilizing and damping the oscillation of the skis.

A further object of the invention is the provision of attainingrelatively high speeds with several forms of craft with less power andhence fuel saving compared to a variety of conventional crafts.

A further object of the invention is the provision of a power drivencraft having one or more pairs of skis resiliently secured to a hullwhich may be driven by water or air propeller and inherently preventshock and vibration from rough water being transmitted to the hull evenwhen traveling at high speed.

These and other objects and advantages in one embodiment of theinvention are described and shown in the following specification anddrawings, in which:

FIG. 1 is a top plan view of an inboard motor racing craft in reducedscale.

FIG. 2 is a side elevation of the craft shown in FIG. 1.

FIG. 3 is a front elevation of the craft shown in FIG. 1.

FIG. 4 is a rear elevation of the craft shown in FIG. 1.

FIG. 5 is an enlarged cross-sectional view taken through section line5-5, FIG. 1.

FIG. 6 is a fragmentary enlarged side elevation taken through sectionline 6-6, FIG. 1.

FIG. 7 is a fragmentary enlarged cross-sectional rear elevation takenthrough line 7-7, FIG. 1.

FIG. 8 is a rear cross-sectional illustration of the craft shown in FIG.I with added elements.

FIG. 9 is a fragmentary crosssectional view of an alternate suspensionsystem using a pontoon instead of a ski and a pneumatic spring insteadof a steel spring.

FIG. 10 is a top plan view in reduced scale of a relatively large airpropellendriven craft supported by three skis.

FIG. 11 is a side elevation of the craft shown in FIG. 10.

FIG. 12 is a bottom plan view of the craft shown in FIG. 10.

FIG. 13 is a front elevation of the craft shown in FIG. 10.

FIG. 14 is a rear elevation of the crafi shown in FIG. 10.

FIG. 15 is an enlarged cross sectional view taken through section line15-15, FIG. 10.

FIG. 16 is a fragmentary enlarged cross-sectional view taken throughsection line 16-16, FIG. 12.

FIG. 17 is an enlarged cross-sectional side view taken through sectionline 17-17, FIG. 12.

FIG. 18 is a cross-sectional view taken through section line 18-18, FIG.11.

FIG. 19 is a side elevation of a three ski crafi in reduced scaleadapted to be driven by an outboard motor.

FIG. 20 is a rear elevation of the crafl shown in FIG. 19.

FIG. 21 is a fragmentary enlarged side elevation taken through sectionline 21-21, FIG. 20.

FIGS. l-4, illustrate a racing craft having an enclosed displacementplaning type hull 1 with a vertical air stabilizer 2 and a cockpit 3.The craft is driven by an engine rotated racing propeller 4 and steeredby a rudder 5. When at rest or operating at relatively slow speeds thehull will exhibit lateral stability and normal boat displacement.

The hull is provided with starboard and port ski members 6: and 6p. Theforward upturned ends of the skis are supported for movement about ashaft assembly 7 transversely positioned through the forward end portionof the hull and retained for movement about the axis of the shaftassembly by well known suitable fasteners 8.

Each ski is arcuate in shape and the trailing portion thereof includes acentral stabilizing fin 9. A short load bearing outrigger 10, includingbrace 11, projects from each side of the hull I, as shown.

A coil compression spring 12 is positioned between the lower surface ofeach outrigger 10 and the upper surface of each ski member 6s and 6p.Each spring is retained at opposite ends by well known means and ahydraulic shock absorber 13 is positioned centrally and coaxial with thespring with opposite ends secured to each outrigger 10 and each of theskis 6s and 6p respectively.

Referring to FIGS. 5, 6, and 7, the suspension members of the hull l areshown in greater detail wherein the shaft assembly 7 comprises a steeltube 14 secured transversely in the forward end of the hull and moldedtherein when the hull is molded from fiber glass material. A steel shaft15, with appropriate shoulder and retaining nut 16 thereon is pinned ineach end of the tube 14 by pins 17-17, as shown. The forward end of eachski has secured therein an anti-friction bushing 18, pivoted on eachshaft 15, as shown. Although the skis may be constructed in several wellknown manners, a preferred construction of each ski 6, producing aminimum of flexure, is made by a reinforced hollow laminated material,such as plywood, fiber glass or metal.

Each suspension spring 12 is secured in suitable pockets in the lowerend of the ski and in the upper side of the outrigger 10 and maintainedin a lower position within the limit of movement of shock absorber 13.

FIG. 7 illustrates a particular fonn of outrigger which is secured tothe hull 1 by integral dual flanges and brace 11 in order to provide skimounting of great strength.

FIG. 8 illustrates a cross sectional view, taken through section line8-8, FIG. 1, showing tubes or rods 19 for stabilizing the skis inrelation to the hull 1. The rod 19s has one end connected to the underport side of the hull I by clevis 20 and pin 21 with the opposite endthereof secured to the ski 6s by a like clevis 20 and pin 21. Astabilizing rod 19p has one end thereof pivotally secured to the understarboard side of the hull l and the opposite end of the rod pivotallyconnected to ski 6p and clevis 20 and pin 21.

FIG. 9 illustrates an alternate corrosion resistant suspension system inwhich an outrigger 22 supports the upper side of a corrosion resistantmultiple superposed toroidal chambers fonning a pneumatic elastomerspring 23, having the upper end thereof connected to a pontoon 24 with ashock absorber I3 coaxial with the pneumatic spring 23 and connected bysuitable clevises to the outrigger and pontoon. It is apparent that thecoil and pneumatic spring suspension previously described is suitablefor use with both skis and pontoons. It is well known that the pontoonsare preferred where the hull is desired to make minimum, if any, contactwith the water when at rest.

FIGS. 10-12 illustrate an air driven transport craft having an enclosedhull particularly for rapid passenger service having a cabin enclosure26 which is driven by an air propeller 27 with the engine thereof incowling 28. The air-driven craft is steered by conventional twin rudderassembly R secured by conventional means to the stern portion of thecraft.

The bow portion of the craft is supported by a central ski 29 with thefront end thereof pivoted for motion about a transverse shaft assembly30 in the forward end of the bow of the craft, to be hereinafterdescribed. The hull is further supported by a starboard rear ski 31s anda port rear ski 31p, which skis have their forward end independentlypivotally secured about a transverse axis substantially midway of thelength of the craft. The forward ski 29 is provided with a multiple flatleft spring 32 secured by its forward end to the hull 25 by bolt means33 and pivotally secured to the rear portion of the ski 29 by a shackle34 pivoted to a clevis 35 secured to the upper rear portion of the ski29.

Each rear ski 31s and 31p has independent multiple leaf springs 36 withtheir forward ends secured to the hull by bolt means 33 and the rear endof each spring secured by shackle 34 and a clevis 35 secured to the rearupper end portion of the ski. A hydraulic shock absorber 37 is connectedbetween the hull 25 and the rear portion of ski 29, and hydraulic shockabsorber 38 is connected between the hull and the rear portion of eachski 31s and 31p, to be hereinafter described. The bottom view, shown inFIG. 12, shows the lower ski surfaces in relation to the hull and thebearing supports 39, 40, and 41, for retaining a pivot shaft, to behereinafter described. This view also illustrates the rear suspensionspring 36 secured between the hull and the ski 31p, which is the same asthat positioned between the hull and ski 31s.

FIGS. 13 and I4 are front and rear elevations, respectively, of thecraft shown in FIG. 10.

Referring to FIG. 14, a hydraulic shock absorber 38 has one end thereofsecured to a clevis bracket 42 secured to the starboard side of thetransom with the opposite end thereof secured to a clevis 43 on ski 31p.A second shock absorber 38 has one end thereof secured to a clevisbracket 42 secured to the port side of the transom. The opposite end ofthe shock absorber is connected to a clevis 43 on ski 31s.

Referring to FIG. 15, the front end of the ski 29 is provided with atransverse tube 44 through which shaft 45 is secured and extends apredetermined distance from each outer edge of the ski. v

The hull 25 has an opening therein to receive the front end of the ski29 and joumaled for movement by the engagement of shaft 45 with ananti-friction bearing means 46 secured in a counter bore in each side ofthe hull opening.

The cross-sectional FIG. 18 shows a means for mounting the forward endof the spring 32 by means of a clamp 49 secured by bolts 48 through aclamp plate 57 on the bottom of a reinforced portion of the hull.

FIG. 16 is a cross sectional view taken through FIG. 12 showing abearing support 39. Each ski 31s and 31p is provided with a pair oftransverse metal tubes 50 and 51 and a common shaft 52 extends throughtubes 50 and 51 in both skis and journaled in bearings 53 in supportsretained by bolts 54 and also in an anti-friction bearing 54 in support39. The support 39 is secured to the hull 25 by bolts 56 extendingthrough a reinforced portion of the hull 25.

FIG. 12 illustrates in detail frontal ski 29 joumaled for movement aboutshaft 45. The rear end of the leaf spring assembly 32 terminates in abolt 60 through a shackle 61 which is pivoted to a clevis 62 on the rearportion of the ski for movement about clevis pin 63.

A hydraulic shock absorber 37 is pivotally secured to a clevis 64anchored to the bottom of the hull 25 by bolts 65 and plate 66. Thelower end of the shock absorber 37 is pivotally secured to a clevis 67which in turn is secured to the upper side of the rear portion of therear portion of ski 29.

The bearing support 39, in FIG. 17, between skis 31s and 31p retains ananti-friction bearing 68 through which the shaft 52 is joumaled. Thesupport is secured to the bottom of the hull 25 by bolts 69 and a plate70.

FIGS. 19, 20, and 21 illustrate the application of skis to aconventional hull for outboard propulsion.

FIG. I9 shows a hull 71 with a frontal central ski 72 pivoted formovement about a shaft 73 in the bow of the craft with the rear portionof the ski supported by a coil spring 74 suitably retained between thebottom of the hull 71 and the upper rear portion of the ski 72 andincludes a hydraulic shock absorber 75 mounted between the hull and theski coaxial within the spring 74.

A pair of rear skis 76p and 76s are independently joumaled at the frontend thereof by a shaft 77 retained by bracket 78 to the bottom of thehull. Each ski 76s and 76p is supported by like springs 79 and securedto the opposite sides of the transom of the hull by brackets 80-80 whichare secured by bolts 81 and plate 82, as shown in FIG. 21. The spring 79is retained in a cavity in bracket 80 and a cavity in the rear portionof each ski by clamps 83, secured by suitable bolts. The shock absorber38 has the upper end thereof pivotally secured to a clevis 84 integralwith bracket 80. The lower end of the shock absorber is pivotallysecured to a clevis 85 secured to the upper side of the rear portion ofeach ski 76s and 76;). An outboard motor 86 is secured to the transom ofthe hull in the usual way with a propeller 87 positioned below thenormal level of the skis when the craft is driven.

In operation and referring to each of the three forms of craftdescribed, each hull supports each craft by the well known displacementprincipal when the craft is at rest. When the craft is motivated forwardby water or air propellers the impingement of the water on the undersideof each of the skis and against the planing bottom of the hull willrapidly raise the hull from the water and permit efficient forwardtransport of the craft without the usual high friction drag of the hull.Since each ski is pivotally secured to the hull by the forward endthereof, independent movement against the action of the springsuspension at the rear of each ski permits movement of particular valuewhen encountering rough water for stabilizing the hull. The addition ofhydraulic shock absorbers between the rear portion of each ski and thehull provides a damping effect to each spring and thus extends thedamping to the hull for improved stability and limiting verticaloscillation of the hull.

Certain modifications in the above specification are intended to comewithin the teachings and scope of the invention.

Having described my invention, 1 claim:

I. A power driven vehicle for travel on a body of water providing meansforming a planing type hull and provided with an engine driven propellermeans for motivating said hull including manually controlled ruddermeans projecting downward from the rear portion of said hull forsteering same,

shaft means extending in coaxial horizontal relation a predetennineddistance from each opposite side of the front end portion of said hullnormal to the central longitudinal axis thereof,

an outrigger member of predetennined size secured to and extending froma predetermined vertical and longitudinal position respectively fromeach side of said hull,

a pair of upturned skis of predetermined length and width with theupturned front end of each independently journaled for verticaloscillation about each opposite said shaft means and extending rearwardwith respect to each side of said hull,

a pair of compression spring means of predetermined resilience with eachone thereof secured to the under side of each said outrigger means andthe lower side of each secured to the rear portion of each correspondingone of said skis for permitting independent limited vertical oscillationof each of said skis with respect to said hull when each of said skisencounters independent variable forces,

a transverse stabilizing rod pivotally connected at one end to thestarboard lower margin of the bottom of said hull and the opposite endpivotally connected to the upper surface of the port of said skis and alike stabilizing rod pivotally connected at one end to the port sidelower margin of said hull and the opposite end thereof pivotallyconnected on the upper surface of the rear portion of the starboard sideof said skis for retaining each of said skis to oscillate in apredetermined path whereby said skis will raise said hull from itsdisplaced position in the water to move above the surface thereof whensaid craft is operated at a predetermined speed.

2. The construction recited in claim 1 including a hydraulic shockabsorber pivotally connected to the under side of each of said outriggermembers and reciprocating the lower end thereof pivotally connected tothe upper surface of the rear portion of each of said skis for dampingthe oscillatory action of said spring means.

3. The construction recited in claim 1 wherein said spring 5 meanscomprises a cylindrical elastomer hermetically sealed air spring formedfrom a plurality of superposed toroidal shaped compressible members.

1. A power driven vehicle for travel on a body of water providing meansforming a planing type hull and provided with an engine driven propellermeans for motivating said hull including manually controlled ruddermeans projecting downward from the rear portion of said hull forsteering same, shaft means extending in coaxial horizontal relation apredetermined distance from each opposite side of the front end portionof said hull normal to the central longitudinal axis thereof, anoutrigger member of predetermined size secured to and extending from apredetermined vertical and longitudinal position respectively from eachside of said hull, a pair of upturned skis of predetermined length andwIdth with the upturned front end of each independently journaled forvertical oscillation about each opposite said shaft means and extendingrearward with respect to each side of said hull, a pair of compressionspring means of predetermined resilience with each one thereof securedto the under side of each said outrigger means and the lower side ofeach secured to the rear portion of each corresponding one of said skisfor permitting independent limited vertical oscillation of each of saidskis with respect to said hull when each of said skis encountersindependent variable forces, a transverse stabilizing rod pivotallyconnected at one end to the starboard lower margin of the bottom of saidhull and the opposite end pivotally connected to the upper surface ofthe port of said skis and a like stabilizing rod pivotally connected atone end to the port side lower margin of said hull and the opposite endthereof pivotally connected on the upper surface of the rear portion ofthe starboard side of said skis for retaining each of said skis tooscillate in a predetermined path whereby said skis will raise said hullfrom its displaced position in the water to move above the surfacethereof when said craft is operated at a predetermined speed.
 2. Theconstruction recited in claim 1 including a hydraulic shock absorberpivotally connected to the under side of each of said outrigger membersand reciprocating the lower end thereof pivotally connected to the uppersurface of the rear portion of each of said skis for damping theoscillatory action of said spring means.
 3. The construction recited inclaim 1 wherein said spring means comprises a cylindrical elastomerhermetically sealed air spring formed from a plurality of superposedtoroidal shaped compressible members.